CN105264202A - Internal combustion engine - Google Patents
Internal combustion engine Download PDFInfo
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- CN105264202A CN105264202A CN201480032247.XA CN201480032247A CN105264202A CN 105264202 A CN105264202 A CN 105264202A CN 201480032247 A CN201480032247 A CN 201480032247A CN 105264202 A CN105264202 A CN 105264202A
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- Prior art keywords
- valve
- exhaust
- intake valve
- exhaust valve
- predetermined value
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0203—Variable control of intake and exhaust valves
- F02D13/0207—Variable control of intake and exhaust valves changing valve lift or valve lift and timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0257—Independent control of two or more intake or exhaust valves respectively, i.e. one of two intake valves remains closed or is opened partially while the other is fully opened
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D13/0261—Controlling the valve overlap
- F02D13/0265—Negative valve overlap for temporarily storing residual gas in the cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/30—Controlling fuel injection
- F02D41/32—Controlling fuel injection of the low pressure type
- F02D41/34—Controlling fuel injection of the low pressure type with means for controlling injection timing or duration
- F02D41/345—Controlling injection timing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
- F02M35/10—Air intakes; Induction systems
- F02M35/1015—Air intakes; Induction systems characterised by the engine type
- F02M35/10177—Engines having multiple fuel injectors or carburettors per cylinder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
- F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
- F02D2013/0292—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation in the start-up phase, e.g. for warming-up cold engine or catalyst
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D41/00—Electrical control of supply of combustible mixture or its constituents
- F02D41/0002—Controlling intake air
- F02D2041/001—Controlling intake air for engines with variable valve actuation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/021—Engine temperature
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/08—Exhaust gas treatment apparatus parameters
- F02D2200/0802—Temperature of the exhaust gas treatment apparatus
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/40—Engine management systems
Abstract
An internal combustion engine includes a piston, a plurality of intake valves, an exhaust valve, a valve drive unit, an intake valve halting unit, an injector, and an ECU. The ECU configured to: (a) control the valve drive unit so as to close the exhaust valve on an advance side of the exhaust top-dead-center of the piston, when an engine temperature is lower than a prescribed value; (b) control the intake valve halting unit so as to halt the operation of the portion of intake valves in a closed state, when the engine temperature is lower than the prescribed value; and (c) control the valve control unit so as to form a negative overlap between the exhaust valve and the intake valve other than the portion of intake valves, among the plurality of intake valves, when the engine temperature is lower. than the prescribed value.
Description
Technical field
The present invention relates to explosive motor.
Background technique
In explosive motor, under lap may be formed between intake valve and exhaust valve.Japanese Patent Application No.2008-291686 (JP2008-291686A) discloses a kind of control gear for explosive motor, and this control gear performs the closing control in advance of exhaust valve.This control gear forms under lap by the closing control in advance of exhaust valve.JP2008-291686A also discloses and the closing control in advance of exhaust valve is combined with air inlet asynchronous injection.Japanese Patent Application No.2004-263659 (JP2004-263659A), Japanese Patent Application No.2012-167593 (JP2012-167593A), Japanese Patent Application No.2003-293802 (JP2003-293802A), Japanese Patent Application No.2005-248766 (JP2005-248766A), Japanese Patent Application No.2002-332902 (JP2002-332902A) and Japanese Patent Application No.2001-12261 (JP2001-12261A) discloses the technology of the start for stopping a part of valve among multiple intake valve and multiple exhaust valve.
When forming under lap in explosive motor, the recompression of residual gas in cylinder can be realized.In this case, when intake valve is opened, the pressurized gas of heat may be there are from cylinder blowback to inlet air pathway.Therefore, the fuel be ejected in inlet air pathway can be atomized further by means of blowback gas.
Summary of the invention
Fuel atomizing degree is different because of the blowback pattern of gas.More specifically, such as, the blowback of gas is stronger, then fuel can more easily be atomized.Therefore, in this respect, realize by the blowback of gas the fuel atomizing be ejected in inlet air pathway and still have further room for improvement.
The invention provides a kind of explosive motor that can be made the fuel atomization be ejected in inlet air pathway by the blowback of gas.
Explosive motor according to an aspect of the present invention comprises piston, multiple intake valve, exhaust valve, valve drive unit, intake valve stop element, sparger and electronic control unit (ECU).Described piston structure becomes adjacent with the firing chamber of described explosive motor.Described multiple intake valve is configured to multiple inlet air pathways of opening and closing independently and described combustion chamber.Described exhaust valve is configured to the exhaust passageway of opening and closing and described combustion chamber.Described valve drive unit is configured to the valve-closing time of the described exhaust valve at least changed in the valve characteristic of described multiple intake valve and described exhaust valve.Described intake valve stop element is configured to the start lower stopping in off position of a part of intake valve made among described multiple intake valve.Fuel is at least ejected in the inlet air pathway among described multiple inlet air pathway except the inlet air pathway by described a part of intake valve opening and closing by described ejector arrangements one-tenth.Described ECU is configured to: described valve drive unit, when engine temperature is lower than predetermined value, is controlled to the exhaust valve described in side closure in advance of the exhaust top dead center at described piston by (a); B described intake valve stop element, when engine temperature is lower than described predetermined value, is controlled to the start lower stopping in off position making described a part of intake valve by (); And (c) when engine temperature is lower than described predetermined value, described valve control unit is controlled between the intake valve among described exhaust valve and described multiple intake valve except described a part of intake valve and forms under lap.
The explosive motor relevant to this aspect of the invention also can comprise exhaust valve stop element, and described exhaust valve stop element is configured to make the start of a part of exhaust valve among multiple exhaust valves of the multiple described exhaust passageway of opening and closing respectively lower stopping in off position.Described ECU can be configured to: described exhaust valve stop element, when engine temperature is lower than during described predetermined value and when the bed temperature of the catalyzer of clean exhaust of discharging from described firing chamber is lower than predetermined value, is controlled to that the start making described a part of exhaust valve is lower in off position to be stopped by (a); And (b) when engine temperature is lower than during described predetermined value and when the bed temperature of the catalyzer of clean exhaust of discharging from described firing chamber is lower than described predetermined value, described valve drive unit is controlled between the exhaust valve among intake valve among described multiple intake valve except described a part of intake valve and described multiple exhaust valve except described a part of exhaust valve and forms under lap.
According to the present invention, the fuel be ejected in inlet air pathway is made desirably to be atomized by the blowback of gas.
Accompanying drawing explanation
The feature of illustrative embodiments of the present invention, advantage and technology and industrial significance are described below with reference to accompanying drawings, and reference character similar in the accompanying drawings represents similar key element, and wherein:
Fig. 1 is the schematic diagram of explosive motor;
Fig. 2 is the figure that intake duct is shown;
Fig. 3 is the figure of the air outlet flue that explosive motor is shown;
Fig. 4 is the explanatory drawing of under lap;
Fig. 5 is the flow chart of the example that the control action that ECU carries out is shown;
Fig. 6 is first explanatory drawing relevant with the upgrading of unburned fuel; With
Fig. 7 is second explanatory drawing relevant with the upgrading of unburned fuel.
Embodiment
With reference to the accompanying drawings embodiments of the invention are described.
Fig. 1 is the schematic diagram of explosive motor 50.Fig. 2 illustrates intake duct 52a, 52b.Fig. 3 illustrates the vent systems 20 of explosive motor 50.Explosive motor 50 be provided with cylinder block 51, cylinder head 52, piston 53, intake valve 54, exhaust valve 55, Fuelinjection nozzle 56,57, valve drive unit 60, intake valve stop element 65, exhaust valve stop element 66 and ECU70.Cylinder 51a is formed in cylinder block 51.Piston 53 is incorporated in cylinder 51a.Piston 53 adjoins with firing chamber E.Firing chamber E is the space crossed by cylinder block 51, cylinder head 52 and piston 53.
Cylinder head 52 is fixed on the upper surface of cylinder block 51.The air outlet flue 52b being formed with the intake duct 52a for air inlet being imported in the E of firing chamber and being used for from firing chamber E Exhaust Gas in cylinder head 52.Intake duct 52a and air outlet flue 52b is both set to multiple air flue (, each two air flues) here.Multiple intake duct 52a forms the multiple inlet air pathway In be communicated with firing chamber E, and multiple air outlet flue 52b forms the multiple exhaust passageway Ex be communicated with firing chamber E.Intake valve 54 and exhaust valve 55 arrange and are used for firing chamber E.Explosive motor 50 is provided with multiple intake valve 54 and exhaust valve 55 (in this example, each two valves).Multiple intake valve 54 is the multiple inlet air pathway In of opening and closing respectively, and multiple exhaust valve 55 multiple exhaust passageway Ex of opening and closing respectively.
Explosive motor 50 is provided with intake duct 52aA and 52aB as multiple intake duct 52a.Intake duct 52aA is the first intake duct forming inlet air pathway In1.Intake duct 52aB is the second intake duct forming inlet air pathway In2.Therefore, explosive motor 50 have be the first inlet air pathway inlet air pathway In1 and be that the inlet air pathway In2 of the second inlet air pathway is as multiple inlet air pathway In.If such as intake duct 52a is the Siamese type air flue of multiple air flues that branched halfway becomes to be communicated with firing chamber E, then multiple inlet air pathway In refers in intake duct 52a each inlet air pathway being formed with multiple branch.
Explosive motor 50 is provided with air outlet flue 52bA and 52bB as multiple air outlet flue 52b.Air outlet flue 52bA is the first intake duct forming exhaust passageway Ex1.Air outlet flue 52bB is the second row air flue forming exhaust passageway Ex2.Therefore, explosive motor 50 have be the first exhaust passageway exhaust passageway Ex1 and be that the exhaust passageway Ex2 of the second exhaust passageway is as multiple exhaust passageway Ex.
Explosive motor 50 is provided with intake valve 54A and 54B as multiple intake valve 54.In addition, explosive motor 50 is also provided with exhaust valve 55A and 55B as multiple exhaust valve 55.Intake valve 54A is first intake valve of opening and closing inlet air pathway In1.Intake valve 54B is second intake valve of opening and closing inlet air pathway In2.Exhaust valve 55A is the first row valve of opening and closing exhaust passageway Ex1.Exhaust valve 55B is the second row valve of opening and closing exhaust passageway Ex2.
Multiple intake duct 52a and multiple air outlet flue 52b is arranged along the mode that the mutual subtend of air inlet/discharge directions is such with intake duct 52aA and air outlet flue 52bB.Therefore, intake valve 54A and exhaust valve 55A is arranged to along air inlet/discharge directions to arrange with the mode of exhaust valve 55B and intake valve 54B subtend respectively.Intake valve 54A corresponds to a part of intake valve among multiple intake valve 54A.Exhaust valve 55A corresponds to a part of exhaust valve among multiple exhaust valve 55.The configuration of intake valve 54A, 54B and the configuration of exhaust valve 55A, 55B can be putting upside down of above-mentioned configuration.
Fuelinjection nozzle 56,57 is the multiple spargers be arranged in cylinder head 52.Fuelinjection nozzle 56,57 injects fuel in multiple inlet air pathway In respectively.Fuelinjection nozzle 56 as the first sparger injects fuel in inlet air pathway In1, and injects fuel in inlet air pathway In2 as the Fuelinjection nozzle 57 of the second sparger.Fuelinjection nozzle 57 injects fuel at least one inlet air pathway in multiple inlet air pathway In (in this example, inlet air pathway In2) in sparger, and corresponding to the sparger of (more specifically, being ejected in inlet air pathway In2) in inlet air pathway fuel is at least ejected among multiple inlet air pathway In except the inlet air pathway In1 by intake valve 54A opening and closing.
Explosive motor 50 is provided with the Fuelinjection nozzle 56,57 as the multiple spargers comprising Fuelinjection nozzle 57, and the Fuelinjection nozzle 57 as the part in Fuelinjection nozzle 56,57 injects fuel in inlet air pathway In2, this inlet air pathway In2 is the inlet air pathway among multiple inlet air pathway In at least except the inlet air pathway In1 by intake valve 54A opening and closing.
Valve drive unit 60 is arranged in cylinder head 52.Valve drive unit 60 is provided with the air inlet side variable valve actuation unit 61 of the valve characteristic that can change multiple intake valve 54 and can changes the exhaust side variable valve drive unit 62 of valve characteristic of exhaust valve 55 (in this example, multiple exhaust valve 55).Valve characteristic be valve opening time, valve-closing time, lift amount or these combination (such as, opening/closing time (opening time and shut-in time), or shut-in time and lift amount, or opening time, shut-in time and lift amount, etc.).
More specifically, air inlet side variable valve actuation unit 61 is the air inlet side valve timing variable mechanism of the opening/closing time changing multiple intake valve 54.Exhaust side variable valve drive unit 62 is the exhaust side valve timing variable mechanism of the opening/closing time changing exhaust valve 55 (in this example, multiple exhaust valve 55).Specifically, variable valve actuation 61,62 is all hydraulically driven separately, and the oily control unit that the transmission comprising hydraulic control is transmitted.
By arranging exhaust side variable valve drive unit 62 for valve drive unit 60, acquire change multiple intake valve 54 and exhaust valve 55 (in this example, multiple exhaust valve 55) valve characteristic among the valve drive unit of at least valve-closing time of exhaust valve 55.This valve drive unit can at least be made up of the exhaust side variable valve drive unit 62 among air inlet side variable valve actuation unit 61 and exhaust side variable valve drive unit 62.Valve drive unit is not necessarily confined to above-mentioned valve drive unit, and also can be another valve drive unit of the shut-in time that can change exhaust valve 55.
Intake valve stop element 65 arranges and is used for intake valve 54.Exhaust valve stop element 66 arranges and is used for exhaust valve 55.Intake valve stop element 65 makes the start of the intake valve 54A among multiple intake valve 54 lower stopping in off position.Exhaust valve stop element 66 makes the start of the exhaust valve 55A among multiple exhaust valve 55 lower stopping in off position.Specifically, intake valve stop element 65 and exhaust valve stop element 66 can adopt such as disclosed in above-mentioned JP2012-167593A for the variable valve actuation unit of explosive motor.
Vent systems 20 is connected to explosive motor 50.Vent systems 20 is provided with outlet pipe 21 and catalyzer 22.Outlet pipe 21 forms exhaust passageway.Exhaust passageway is communicated with firing chamber E via multiple exhaust passageway Ex.Catalyzer 22 is arranged to be plugged in outlet pipe 21.The clean exhaust of discharging from firing chamber E of catalyzer 22.
ECU70 is the electric control device be electrically connected with following control object: Fuelinjection nozzle 56,57, valve drive unit 60 (more specifically, the oily control unit of variable valve actuation 61,62), intake valve stop element 65 and exhaust valve stop element 66.In addition, for detecting the first sensor group 30 of the operating condition of motor and being electrically connected with ECU70 as sensor/switch for the second sensor group 40 of the state detecting valve drive unit 60.
First sensor group 30 such as comprises: for detecting the crank angle sensor of crankangle, for measuring the Air flow meter of the air inflow in explosive motor 50, for making the accelerator trampling quantity sensor of acceleration request to explosive motor 50, for detecting the idling SW of idle running, for detecting the cooling-water temperature sensor of the cooling water temperature ethw of explosive motor 50, for based on lead to catalyzer 22 upstream side exhaust in oxygen concentration and detect the A/F sensor of air fuel ratio point-blank, with for based on lead to catalyzer 22 downstream side exhaust in oxygen concentration and to detect air fuel ratio compared to chemically correct fuel be dense or rare O
2sensor.Second sensor group 40 such as comprises the hydrostatic sensor that detects and transfer to the oil pressure of variable valve actuation 61,62 and the sensor for the opening time and shut-in time that detect intake valve 54 and exhaust valve 55.
In ECU70, central processing unit (CPU) utilizes the scratchpad area (SPA) of random access memory (RAM) and performs process based on the program be stored in ROM (read-only memory) (ROM) where necessary, realizes the first to the 3rd control unit, spraying fire unit and air fuel ratio control unit such as described below thus.These formations can such as be realized by multiple electric control device.
First control unit controls valve drive unit 60.First control unit controls valve drive unit 60 by this way: such as, and exhaust valve 55 (in this example, multiple exhaust valve 55) is at the side closure in advance of the exhaust top dead center of piston 53.Particularly, the valve drive unit 60 controlled by the first control unit as mentioned above works lower than during predetermined value α at engine temperature T1 as mentioned above.Idle running when engine temperature T1 comprises engine cold starting lower than the situation of predetermined value α.In order to realize this function in valve drive unit 60, valve drive unit 60 can such as be controlled when engine stop as mentioned above in advance.Valve drive unit 60 can be regarded as the formation also comprising the first control unit.
Second control unit controls intake valve stop element 65.When engine temperature T1 is lower than predetermined value α, intake valve stop element 65 is controlled to the start lower stopping in off position making intake valve 54A by the second control unit.Therefore, when engine temperature T1 is lower than predetermined value α, intake valve 65 makes the start of intake valve 54A lower stopping in off position.Intake valve stop element 65 can be regarded as the formation also comprising the second control unit.
When engine temperature T1 is lower than predetermined value α, the in advance side closure exhaust valve 55 of the exhaust top dead center of piston 53 valve drive unit 60 and make the start of intake valve 54A in off position the lower intake valve stop element 65 stopped form under lap lower than between the intake valve (in other words, intake valve 54B) during predetermined value α among multiple intake valve 54 except intake valve 54A and exhaust valve 55 as engine temperature T1.
Fig. 4 is the explanatory drawing of under lap.As shown in Figure 4, what under lap was the intake valve 54 that formed from shut-in time to the period of the opening time of intake valve 54 of exhaust valve 55 with the shut-in time between exhaust valve 55 is overlapping.When engine temperature T1 is lower than predetermined value α, the opening time of intake valve 54 can be set in the side in advance of the exhaust top dead center of piston 53 by valve drive unit 60.
When engine temperature T1 lower than during predetermined value α and when catalyzer 22 bed temperature T2 lower than predetermined value beta (such as, active temperature) time, exhaust valve stop element 66 is controlled to the start lower stopping in off position making exhaust valve 55A by the 3rd control unit.Therefore, in these cases, exhaust valve stop element 66 makes the start of exhaust valve 55A lower stopping in off position.Exhaust valve stop element 66 can be regarded as the formation also comprising the 3rd control unit.
When engine temperature T1 is lower than during predetermined value α and when bed temperature T2 is lower than predetermined value beta, the start making exhaust valve 55A in off position the lower exhaust valve stop element 66 stopped together with valve drive unit 60 and intake valve stop element 65, the intake valve among multiple intake valve 54 except intake valve 54A is (more specifically, intake valve 54B) with multiple exhaust valve 55 among form under lap between exhaust valve (more specifically, exhaust valve 55B) except exhaust valve 55A.
When engine temperature T1 is not higher than time predetermined value α (when being equal to or greater than predetermined value α) and when the operating condition of motor is idle running, or when the condition subsequent of under lap is set up, intake valve stop element 65 is controlled to the start removing intake valve 54A by the second control unit to be stopped.When engine temperature T2 is not higher than time predetermined value beta (when being equal to or greater than predetermined value beta) and when the operating condition of motor is idle running, or when the condition subsequent of under lap is set up, exhaust valve stop element 66 is controlled to the start removing exhaust valve 55A by the 3rd control unit to be stopped.The reason removing under lap is as follows.
More specifically, effective in minimizing exhaust emission engine cold starting by making gas blowback realize fuel atomizing by means of formation under lap.But the gas remained in due to the formation of under lap in cylinder also has the effect of burning of slowing down.Therefore, under lap also causes catalyzer 22 delay of heating due to the decline of generation delivery temperature is continued.
Therefore, in order to obtain the improvement effect reducing exhaust emission, when effectively have passed through the scheduled time after explosive motor 50 starts, remove under lap.Therefore, when cold startingengines, such as, the process of the scheduled time can be set as the condition subsequent of under lap.When the condition subsequent of under lap is set up, the first control unit can remove under lap by valve-closing time valve drive unit 60 being controlled to delayed exhaust door 55.
Spraying fire unit performs the fuel injection control of Fuelinjection nozzle 56,57.Fuelinjection nozzle 56 is controlled to and makes fuel be injected in engine temperature T1 to stop lower than during predetermined value α by spraying fire unit, and is controlled to by Fuelinjection nozzle 57 and performs air inlet asynchronous injection.Therefore, when engine temperature T1 is lower than predetermined value α, Fuelinjection nozzle 56 stops fuel spraying and Fuelinjection nozzle 57 performs air inlet asynchronous injection.Air inlet asynchronous injection refer to before multiple intake valve 54 is opened perform and the fuel that can perform in exhaust stroke spray.
When engine temperature T1 is not higher than during predetermined value α and when the operating condition of motor is idle running, or when the condition subsequent of under lap is set up, Fuelinjection nozzle 56 is controlled to the stopping removed fuel and spray by spraying fire unit, and Fuelinjection nozzle 57 is controlled to releasing air inlet asynchronous injection.Sparger can be regarded as the formation also comprising spraying fire unit.
In air fuel ratio control unit, intake valve stop element 65 makes the start of intake valve 54A lower stopping in off position, and Fuelinjection nozzle 56 stops fuel spraying, in addition, when Fuelinjection nozzle 57 is performing air inlet asynchronous injection, air fuel ratio control unit is being implemented enrichment and is being controlled to make exhaust air-fuel ratio compare richer.Air fuel ratio control unit controls lower than implementing enrichment during predetermined value α at engine temperature T1.
The fuel injection amount of Fuelinjection nozzle 57 during idle running that enrichment controls such as to be preset by the mode making exhaust air-fuel ratio become chemically correct fuel increases by a prearranging quatity to perform.In enrichment controls, exhaust air-fuel ratio is controlled so as to become a little than richer.Air fuel ratio control unit engine temperature T1 higher than predetermined value α time, when engine operating status is not idle running or under lap condition subsequent set up time remove enrichment control.
Next, an example of the control action that ECU70 carries out is described with reference to the flow chart shown in Fig. 5.ECU70 judges whether explosive motor 50 starts (step S1).Based on the output of such as ignition switch, ECU70 can judge whether explosive motor 50 starts.When result of determination is for negative, this flow process brief termination.When result of determination is for time certainly, ECU70 judges engine operating status whether as idle running (step S2).ECU70 can judge engine operating status whether as idle running based on the output of such as Idle Switch.When result of determination is for time certainly, ECU70 judges whether exhaust valve 55 closes (step S3) in advance.In step s3, more specifically, ECU70 determines whether to form under lap.In step s3, when the condition subsequent of under lap is set up, result of determination is negative.
When the result of determination in step S3 is for time certainly, ECU70 estimates bed temperature T2 (step S4).Can based on such as since engine start the aggregate-value of air inflow estimate bed temperature T2.The aggregate-value of air inflow can be calculated based on the output of such as Air flow meter.Immediately, ECU70 judges that whether engine temperature T1 is lower than predetermined value α (step S5).Lower than predetermined value, whether ECU70 can judge that whether engine temperature T1 is lower than predetermined value α based on such as cooling water temperature ethw.Whether ECU70 also can based on such as bed temperature T2 lower than the predetermined value that predetermined value beta ' judge that whether engine temperature T1 is lower than predetermined value α, predetermined value beta ' is higher than predetermined value beta.
When the result of determination in step S5 is positive result, ECU70 implements enrichment and controls (step S6).In addition, ECU70 also judges that whether bed temperature T2 is lower than predetermined value beta (step S7).When the result of determination in step S7 is for time certainly, ECU70 makes the start of intake valve 54A lower stopping (step S11) in off position, and stops (step S12) under making the start in off position of exhaust valve 55A.In addition, Fuelinjection nozzle 56 is also controlled to and stops fuel spraying (step S21) by ECU70, and Fuelinjection nozzle 57 is controlled to execution air inlet asynchronous injection (step S22).After step s 22, this flow process brief termination.
When the result of determination in step S7 is for negative, ECU70 makes the start of intake valve 54A lower stopping (step S13) in off position, and the start removing outlet valve 55A stops (step S14).After step s 14, this process proceeds to step S21.
After negative decision in step S2, S3 or S5, ECU70 removes enrichment and controls (step S31).In addition, the start that ECU70 also removes intake valve 54A stops (step S32), and the start removing exhaust valve 55A stops (step S33).In addition, Fuelinjection nozzle 56 is controlled to the stopping (step S34) removed fuel and spray by ECU70, and Fuelinjection nozzle 57 is controlled to releasing air inlet asynchronous injection (step S35).After step S35, this Flow ends.
Next, Main Function and the effect of explosive motor 50 will be described.In explosive motor 50, when engine temperature T1 is lower than predetermined value α, valve drive unit 60 is at the side closure exhaust valve 55 in advance of the exhaust top dead center of piston 53, in addition, intake valve stop element 65 start that makes intake valve 54A is lower in off position stops and valve drive unit 60 and intake valve stop element 65 form under lap between intake valve 54B and exhaust valve 55.
Therefore, by opening the intake valve 54B in multiple intake valve 54 after forming under lap, explosive motor 50 can reduce the total sectional area of the multiple inlet air pathway In be communicated with firing chamber E.Therefore, the blowback by the gas of flow velocity rising makes the fuel be ejected in inlet air pathway In2 by Fuelinjection nozzle 57 desirably be atomized.More specifically, explosive motor 50 can reduce fuel consumption by realizing fuel atomizing and reduce exhaust emission.
Except fuel atomizing, by being sucked in cylinder by the thermal high gas of blowback in the intake stroke, explosive motor 50 can realize the minimizing of the fuel quantity being attached to cylinder interior and the increase of gasified fossil fuel.By increasing the gasified fossil fuel contributing to burning, the homogenieity of air mixture also can be improved.Therefore, by improving the homogenieity of air mixture, explosive motor 50 also can make the increase of residual gas in the more resistance to cylinder of burning.
More specifically, explosive motor 50 is also provided with exhaust valve stop element 66, and when engine temperature T1 lower than predetermined value α and bed temperature T2 lower than predetermined value beta time, exhaust valve stop element 66 also makes the start of exhaust valve 55A lower stopping in off position, and exhaust valve stop element 66 forms under lap together with valve drive unit 60 and intake valve stop element 65 between intake valve 54B and exhaust valve 55B.
There is this explosive motor 50 formed by making the exhaust valve 55A lower scavenging efficiency stopping reducing cylinder in off position.Therefore, there is this explosive motor 50 formed can increase when under lap is formed and remain in gas flow in cylinder.Therefore, by improving the blowback flow velocity of gas further to realize the more desirable atomization of fuel.There is this explosive motor 50 formed and also carry out minimizing exhaust emission as described below by increasing the residue gas scale of construction in cylinder.
Fig. 6 is relevant the first explanatory drawing of the upgrading of the unburned fuel comprised with gas in the jar.Fig. 7 is relevant the second explanatory drawing of the upgrading of the unburned fuel comprised with gas in the jar.Fig. 6 illustrates the ratio between alkane type hydrocarbon (HC) composition and olefin type HC composition of exhaust top dead center place gas in the jar.Fig. 7 illustrates the ratio of the alkyl benzene-type HC composition in aromatic system HC composition.Fig. 7 illustrates that the gas in the jar comprising aromatic system HC composition is the situation of the gas in the jar at compression top center place and the gas in the jar at exhaust top dead center place.Situation 1 shown in Fig. 6 and Fig. 7 is the situation defining under lap, and situation 2 is the situations not forming under lap.
As shown in Figure 6, as seen in situation 1, compared to situation 2, the ratio of alkane type HC composition reactive low in catalyzer 22 reduces, and the ratio of olefin type HC composition reactive high in catalyzer 22 increases.As shown in Figure 7, as seen in situation 1, compared to situation 2, the ratio of alkyl benzene-type HC composition reactive high in catalyzer 22 increases.In addition, be also shown in this trend be in compression top center place at gas in the jar and comprise new air, fuel with during residual gas and all identical when gas in the jar is in exhaust top dead center and comprises residual gas.
More specifically, the upgrading of unburned fuel occurs be closed in the baking state of the unburned fuel in cylinder while being still in high temperature due to the formation of under lap under.Therefore, by increasing the residue gas scale of construction in cylinder, explosive motor 50 is by promoting that unburned fuel upgrading becomes to assign to reduce exhaust emission for having the reactive HC of superior catalytic.Explosive motor 50 can also reduce by increasing the residue gas scale of construction in cylinder the NOx comprised in exhaust.
Particularly, explosive motor 50 is provided with the Fuelinjection nozzle 56,57 as the multiple spargers comprising Fuelinjection nozzle 57, and be constructed to inject fuel in inlet air pathway In2 as the Fuelinjection nozzle 57 of a part for Fuelinjection nozzle 56,57, this inlet air pathway In2 is the inlet air pathway among multiple inlet air pathway In at least except the inlet air pathway IN1 by intake valve 54A opening and closing.More specifically, explosive motor 50 such as can make fuel atomization when taking this to form.
Particularly, explosive motor 50 is formed as follows: when engine temperature T1 is lower than predetermined value α, Fuelinjection nozzle 56 as the sparger among multiple Fuelinjection nozzle 56,57 except Fuelinjection nozzle 57 stops fuel spraying, and Fuelinjection nozzle 57 performs air inlet asynchronous injection.There is this explosive motor 50 formed and can make fuel jet atomization in from the air inlet asynchronous injection of Fuelinjection nozzle 57, prevent from spraying unexpected fuel from Fuelinjection nozzle 56 simultaneously.In this case, particularly, explosive motor 50 is by blowing out the fuel sprayed in air inlet asynchronous injection that concentrated on the head rod joining portion (headback) of intake valve 54B to realize fuel atomizing.
Particularly, explosive motor 50 is configured to perform for making exhaust air-fuel ratio control than the enrichment of richer lower than during predetermined value α at engine temperature T1.There is this explosive motor 50 formed and can improve the catalytic reaction be vented when catalyzer 22 activate further.
Particularly, in explosive motor 50, when engine temperature T2 is not higher than during predetermined value beta and when the operating condition of motor is idle running, or when the condition subsequent of under lap is set up, the start that exhaust valve stop element 66 removes exhaust valve 55A stops.There is this explosive motor 50 formed by making exhaust valve 55A start to reduce the residue gas scale of construction in cylinder.Therefore, there is this explosive motor 50 formed and can realize heating of catalyzer 22, the stable of burning can be realized again.
Particularly, in explosive motor 50, when engine temperature T1 is not higher than during predetermined value α and when the operating condition of motor is idle running, or when the condition subsequent of under lap is set up, the start that intake valve stop element 65 removes intake valve 54A stops.In addition, Fuelinjection nozzle 56 also removes the stopping that fuel sprays, and Fuelinjection nozzle 57 removes air inlet asynchronous injection in addition, and enrichment controls to be removed.There is this explosive motor 50 formed and according to circumstances can realize fuel atomizing while realization suitably drives.
More than detail embodiments of the invention, but the present invention is not limited to this specific embodiment and carries out changing and revising in the scope of the essence of the present invention that can record in the claims.
Such as, if intake duct is Siamese type air flue, then sparger can be inject fuel into the sparger in multiple inlet air pathways of being formed by the respective branch portion be arranged in intake duct respectively.
Claims (2)
1. an explosive motor, comprising:
Piston, described piston structure becomes adjacent with the firing chamber of described explosive motor;
Multiple intake valve, described multiple intake valve is configured to multiple inlet air pathways of opening and closing independently and described combustion chamber;
Exhaust valve, described exhaust valve is configured to the exhaust passageway of opening and closing and described combustion chamber;
Valve drive unit, described valve drive unit is configured to the valve-closing time of the described exhaust valve at least changed in the valve characteristic of described multiple intake valve and described exhaust valve;
Intake valve stop element, described intake valve stop element is configured to the start lower stopping in off position of a part of intake valve made among described multiple intake valve;
Sparger, fuel is at least ejected in the inlet air pathway among described multiple inlet air pathway except the inlet air pathway by described a part of intake valve opening and closing by described ejector arrangements one-tenth; With
ECU, described ECU is configured to:
A described valve drive unit, when engine temperature is lower than predetermined value, is controlled to the exhaust valve described in side closure in advance of the exhaust top dead center at described piston by ();
B described intake valve stop element, when engine temperature is lower than described predetermined value, is controlled to the start lower stopping in off position making described a part of intake valve by (); And
C described valve control unit, when engine temperature is lower than described predetermined value, is controlled between the intake valve among described exhaust valve and described multiple intake valve except described a part of intake valve and forms under lap by ().
2. explosive motor according to claim 1, also comprises:
Exhaust valve stop element, described exhaust valve stop element is configured to make the start of a part of exhaust valve among multiple exhaust valves of the multiple described exhaust passageway of opening and closing respectively lower stopping in off position,
Wherein, described ECU is configured to:
D described exhaust valve stop element, when engine temperature is lower than during described predetermined value and when the bed temperature of the catalyzer of clean exhaust of discharging from described firing chamber is lower than predetermined value, is controlled to that the start making described a part of exhaust valve is lower in off position to be stopped by (); And
E described valve drive unit, when engine temperature is lower than during described predetermined value and when the bed temperature of the catalyzer of clean exhaust of discharging from described firing chamber is lower than described predetermined value, is controlled between the exhaust valve among intake valve among described multiple intake valve except described a part of intake valve and described multiple exhaust valve except described a part of exhaust valve and forms under lap by ().
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP2013-120114 | 2013-06-06 | ||
| JP2013120114A JP6015565B2 (en) | 2013-06-06 | 2013-06-06 | Internal combustion engine |
| PCT/IB2014/000967 WO2014195789A1 (en) | 2013-06-06 | 2014-06-05 | Internal combustion engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN105264202A true CN105264202A (en) | 2016-01-20 |
| CN105264202B CN105264202B (en) | 2018-03-20 |
Family
ID=51033241
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201480032247.XA Active CN105264202B (en) | 2013-06-06 | 2014-06-05 | Explosive motor |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US20160115876A1 (en) |
| JP (1) | JP6015565B2 (en) |
| CN (1) | CN105264202B (en) |
| DE (1) | DE112014002702B4 (en) |
| WO (1) | WO2014195789A1 (en) |
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| CN110402325A (en) * | 2016-12-23 | 2019-11-01 | 里卡多英国有限公司 | Split-cycle engine |
| CN114651121A (en) * | 2019-11-13 | 2022-06-21 | 沃尔沃卡车集团 | Method for controlling a valve device |
| CN115142962A (en) * | 2022-07-11 | 2022-10-04 | 上海汽车集团股份有限公司 | Control method and system for variable valve timing and fuel injection of vehicle engine and vehicle |
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| DE102010029935B4 (en) * | 2010-06-10 | 2023-01-26 | Robert Bosch Gmbh | Method and device for supplying fuel in an internal combustion engine |
| US9435288B2 (en) | 2012-12-07 | 2016-09-06 | Ethanol Boosting Systems, Llc | Port injection system for reduction of particulates from turbocharged direct injection gasoline engines |
| JP6521060B2 (en) * | 2015-04-16 | 2019-06-05 | 日産自動車株式会社 | Engine control device and engine control method |
| JP2023172442A (en) * | 2022-05-24 | 2023-12-06 | マツダ株式会社 | Control device of engine |
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Also Published As
| Publication number | Publication date |
|---|---|
| WO2014195789A1 (en) | 2014-12-11 |
| JP2014238030A (en) | 2014-12-18 |
| CN105264202B (en) | 2018-03-20 |
| DE112014002702B4 (en) | 2021-08-12 |
| US20160115876A1 (en) | 2016-04-28 |
| DE112014002702T5 (en) | 2016-03-03 |
| JP6015565B2 (en) | 2016-10-26 |
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